Combined striking, casting, and bolster center filler for railway car construction



July 21, 1953 K. F. NYs'rRoM 2,645,010

COMBINED STRIKING. CASTING, AND BOLSTER CENTER FILLER FOR RAILWAY CAR CONSTRUCTION Filed Dec. l, 1950 2 Sheets-Sheet 1 N WIT su@ M5 m ...FPU "nl @4v y l lll Don. E -w --.2-

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July 21, 1953 l Filed Dec. 1, 195o IIE-' E K. F. NYs'rRoM 2,646,010

COMBINED STRIKING. CASTING, AND BOLSTER CENTER FILLER FOR RAILWAY CAR CONSTRUCTION 2 Sheets-Sheet 2 k f 7 7 ZTI- 3g I 95 /5 f l J 30 /7 I I i 30a I ja *"V" 57 je@ 5 a .HE- E t l H INVENToR.

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/a ArroR/vfy .Patented July 2l, 1953 meer@ eric COMBINED STRIKING, CASTING, AND BOL- STER CENTER FILLER FOR CONSTRUCTEON RAILWAY CAR Karl F. Nystrom, Nashotah, Wis., assignor to International Steel Company, Evansville, Ind.,

kcorporation of Indiana Application December 1, 1950, Serial No.198,633

1-2 Claims. (Cl. 105-420) My invention relates broadly to railway rolling Stock Vconstruction and more particularly to a construction of a combined striking casting and bolster center ller for railway car construction.

One of the objects of my invention is to provide a construction of composite striking casting and bolster center ller for railway car construction.

Another object of myinvention is to provide a construction ofv composite striking casting and bolster center filler in which the casting is chamfered at its longitudinally extending edges to be j readily aligned. and installed within the interior of the center sill. l

Another object of my invention is to provide a construction of composite striking casting and .bolster center ller wherein the casting is provided with a recessed top to facilitate the welding of the casting in the end of the center sill of the car underframe and to permit the laying of a car oo'r in a uniform plane over both the striking casting and bolster center ller.

Still another object of my'invention is to pron vide a composite striking casting and bolster center filler carrying projecting webs vthereon forA f facilitating the connection of the composite casting to the car underframe.

Still another object of my invention is to provide a construction of composite striking casting and bolster center ller which may be readily l welded with the sill of a car underframe with the parts so proportioned as to minimize weight or mass while providing large welding Contact with tion in a car underframe and welded connection to the bolster lugs that are placed in shear as distinguished from conventional butt weld construction. l

Other and further objects of my invention re- Vside in animproved construction of composite striking casting and bolster center ller as set forth more fully in the specification hereinafter following by reference to the accompanying drawings in which:

Figure 1 isa top plan View of the composite striking casting and bolster center ller, the casting being broken away along one-haii of the longitudinal axis thereof and illustrated in secis a vertical transverse sectional View taken on line 3 3 of Fig. 2 and illustrating the connection of the composite casting of my invention with the center sill; Fig. 4 is a vertical transverse sectional view taken on line 4 4 of Fig. 2; Fig. 5 is a vertical transverse sectional view taken on line 5 5 of Fig. 2; Fig. 6 is avertical transverse sectional view taken on line 6 6 of Fig. 2; Fig. 7

is a fragmentary viewof the bolster plate construction partially broken away and shown in section and illustrating the coaction of the center ller portion of the composite casting therewith; and Fig. 8 is a transverse sectional view taken on line 8 8 of Fig. 6.

My invention is directed to a construction'of composite casting forming both a striking casting with integral front draftlugs and a bolster center filler. The parts of the casting are so proportioned that the casting may be readily welded into the end of the center sill of a railway car underframe where the'top of the composite casting is recessed to enable the casting to be aligned with the top of the center sill and with the top bolsterplate for supporting va car iloor in a uniform plane over both the top of the striking casting and the top of the bolster center filler. vI provide means for connecting the composite casting in shear with the car underframe. rlhe vend of thecomposite casting has the longitudinally extending corners thereof chamfered to facilitate entry of the composite casting into the end of the center sill and permit a welding connection to be readily made between the composite casting and the center sill. A relatively short connecting end is provided on the composite casting for establishing a welded connection with the center sill, the short connecting end minimizing weight of the casting and being formed into four prongs which establishy large welding surface contact with the undersides of the center sill. minimizes assembly time and predetermines the uniform spacial relation between the striking casting andthe bolster center ller.

l Referring to the drawings in more detail reference characters i and 2 indicate the coacting sections of the longitudinally vextending center sill of a railway car underframe having top coplanar coacting extensionsr la and 2a, vertical web portions lb and 2b and bottom horizontally extending ange portions I c and 2c. The center sill, in the construction of my invention, terminates in a position just short of the bolster center ller as represented more clearly in Figs. 1 and 2. Into the end of the center sill I insert the composite casting of my invention.

The composite casting `32, 33, 3l@ and 35.

casting is shown generally at 3 including the striking casting fi at one end thereof and the integrally connected bolster center filler t5 adjacent the other end thereof. The composite casting 3 comprises an inverted member having a flat top t, a pair of spaced side walls 'i and Si and a pair of outwardly directed horizontally extending coplanar anges 9 and lli. The bolster center filler end of the casting has an integrally connected circular portion li co-extensive with an upwardly extending journalling means l2 connected through reinforcing webs le and l5 with the vertically extending webs 'l and 8 of the casting and through webs iii and il with the bottom of t-he casting. Thus the journalling means l2 is reinforced both laterally and longitudinally within the composite casting. Transverse reinforcement of the composite casting is accomplished through laterally extending Webs i3 and i9 and transverse web 29. The exterior surfaces of the webs l and 8 are provided with outwardly directed Webs 2l, 2i?, 23 and 2t having external surfaces which are inclined in a direction toward the opposite sides of the railway car structure which provide connecting means for the welding of bolster plates 25, 2t, 2l and 28 thereto extending in directions inclined toward each other to the sides of the car underframe. The upper bolster plate 29 and the lower bolster plates 39 and 3l extend transversely across the underframe of the car and connect to the sides of the underframe in positions adjacent the connection of plates 25, 2G, 2l and 23 with the sides of the underframe. The lower bolster plates 3@ and 3i abut with the edge of the horizontally extending flanges t and It of the composite casting. Strips tta and Sla are welded in a lapped joint across the flanges 9 and it and the ends of bolster plates 30 and Si as shown.

The end of the composite casting terminates in four prongs shown more clearly inFig. 3 at These prongs form substantially'right angular sections and are tapered to the end of the casting. The peripheral corners of the prongs are chamfered as represented at 32a, 33a, da and 35a. The chamfered corners 32a and 33a facilitate the entry of the composite casting beneath the` center sill while the chamfered corners 34a and 35a facilitate the welding of the composite casting beneath the end of the center sill. Each of the prongs form means for welding the composite casting into the end of the coasting sections 9 2 of the center sill. The welded connections are shown at 32h 32C, 33h, 33e, Slib and 35D. The composite casting thus welded, rforms an extension of the center sill, enabling the center sill to be furnished in a much shorter length than the conventional center sill.

The plates 25, 2%, 21 and 23 shown more clearly in Fig. '7 extend from the bolster center nller portion of the composite casting to the opposite sides of the railway car structure shown at 36 and 3l. The sides '-t and 3l of the car structure are provided with short vertically extending lugs 38-38 and 39-39 to the sides of which the ends of plates 25, 25, 2 and 28 are Welded or otherwise secured. Thus the composite casting is connected with the bolster plates 25, 2Q, 2l and '23 with the welds subject to shear stresses with greater strength than joints of the conventional butt weld type.

The transversely extending upper bolster plate 29 and the lower bolster plates 30 and 3l extend across the underframe Of the 0%1' and its.

ci connect to the sides of the underframe in positions adjacent the connection of plates 25, Z5, El and 28 with the sides of the underframe. The laterally extending lower bolster plates t@ and fili terminate coplanar with flanges S and l spaced from opposite sides of the depending circular portion il of the composite casting.

The striking portion of the composite casting is integrally connected with the sides l and S of the composite casting as shown more particularly in Figs. l, 2 and 5 consisting of the front draft lugs and .di and the rearwardly extending slotted bearing surfaces [$2 and for connection with the draft key indicated in dotted line position at elfi. The bearing surfaces and d3 are spaced uniformly from each other and are tapered from a minimum width immediately behind the front draft lugs to a maximum vwidth remote from the'front draft lugs and projecting on opposite sides of the side walls l and 8 of the composite casting.

The rearward portion of the composite casting has the top @.5 thereof laterally recessed as represented at 'it for the lateral passage of the top plate 253 of the bolster center filler assembly and to allow coplanar alignment of the top portions i and 2 of the center sill with the top plate 29 and with the top iii of the composite casting. This recessed arrangement insures the support of the ooring i of the car in a uniform plane so that the junction of the center sill with the composite casting presents no displacement in level throughout the car underframe.

Thus I provide a composite casting which is readily assembled by a short end connection into the end of the center sill which saves the weight and material of the normally co-extcnsive end portions of the center sill in the car underframe construction. The composite castings weld to opposite ends of the center sill at opposite ends of the car underfraine and thus considerably shorten the length of the center sill normally required in car underframe construction. The connection of the composite casting with the bolster plates is established with the welds subject to shear stresses thus greatly strengthening the assembly of the composite striking casting and bolster center filler as compared to butt weld construction. The recessed top of the composite casting in coaction with the top bolster plate and the top of the center sill greatly facilitates the assembly operation for the subsequent laying of the car floor on a uniform level.

While I have described my invention in certain of its preferred embodiments, I realize that modifications may be made and I desire that it be understood that no limitations upon my invention are intended other than may bo imposed by the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is as follows:

l. A combined striking casting and bolster center iiller for railway cars comprising in cor bination with the center sill of a railway car formed by an inverted channel-shaped structure terminating in a pair of oppositely extending horizontally disposed coplanar flanges, a casting terminating in tapered prongs aligned to enter the end of the inverted channel-shaped structure and having composite curved and linear edge portions extending adjacent the interior walls of said inverted channel-shaped structure for effecting a welded connection thereaefiaoi with, said casting including an integrally formed bolster center ller adjacent said tapered prongs and a striking casting integrally connected therewith at the opposite end of the casting, said casting terminating in oppositely extending horizontally disposed coplanar flanges substantially aligned `with the aforesaid iianges on said center sill.

2. A combined striking casting and bolster centerv lfiller for railway car construction comprising in combination with the'center sill of a railway car where the center sill is formed by an inverted channel-shaped structure terminating in horizontally disposed coplanar oppositely extending flanges, a casting having spaced meinbers in each corner of. one end thereof shaped to enter the end of the channel-shaped structure forming said center sill, said members having peripheral edge portions disposed adjacent the interior walls of said inverted channelshaped structure for effecting a welding connection therewith, a striking casting integrally connected with the opposite end of the aforesaid casting and an integrally formed bolster cen-- ter ller disposed between said striking casting and the connection of said first mentioned casting with said center sill, said casting including `working space therebetween for welding the peripheral edge portions thereof to the interior walls of the center sill.

4. A combined striking casting and bolster center ller for railway car construction as set forth in claim 2 in which the top of said casting adjacent said bolster center ller is recessed below the plane of the co-extensive portion of the top of the casting for receiving and v lsupporting a transversely disposed bolster plate having the top surface thereof coplanar with the top of the channel-shaped structure of the center sill.

5. A combined striking casting and bolster center filler for railway car construction as set forth in claim 2 in which the spaced members forming the connecting means between the end of the casting and the channel-shaped structure of the center sill are constitutedby four tapered tongues of right angular cross-section and where the peripheral edges of the right angularly tapered tongues at the exterior corners thereof are each chamfered at the positions where the casting Venters the channelshaped structure for facilitating insertion of the casting in the end of the center ller and the entry of a 'welding tool therebetween for weld- Y ing the casting to the center sill.

6. A combined striking casting and bolster center filler for railway car construction as set forth in claim 2 in which the'opposite exterior sides of said casting are provided with vertically extending lugs having external surfaces extending in transverse directions inclined toward each other forming connecting means" for bolster plates extending therefrom to the underframeconstruction of a car.

7. A combined striking casting and bolster center ller for railway car construction as set forth in claim 2 in which said bolster center ller includes a downwardly depending circular portion concentrically disposed with a bolster pin connection means and in which the top of said casting above said downwardly extending circular portion is recessed to receive and sup-v port a transversely extending upper bolster plate with the top surface thereof coplanar with the top surface of the center sill, and a pair of transversely extending lower bolster plates eX- tending substantially coplanar with the flanges on said channel shaped structure, the depending circular portion of said bolster center filler extending between the ends of the said lower transversely extending downwardly bolster plates.

8. A combined ystriking casting and bolster center filler for railway car construction comprising a casting having a bolster center ller adjacent one end thereof and a striking casting on the opposite end thereof, in combination with a car underframe including side walls and a center sill, bolster plates extending between the opposite side walls of the car underframe and the sides of said casting, a coacting upper bolster plate and a pair of lower bolster plates extending between the sides of the car underframe and the top and bottom of said casting, the lbolster center ller of said casting including a depending circular recessed portion extending in a position between the ends of the lower bolster plates and said casting being recessed at the top thereof for receiving and supporting said upper bolster plate with the top surface of said upper bolster plate disposed in alignment with the plane of the top of said center sill.

9. A car underframe construction comprising in combination with side wall members and a longitudinally extending center sill formed by an inverted channel-shaped structure having coplanar horizontally extending flanges, a casting comprising an inverted channel-shaped structure formed by a top portion, a pair of vertical sidewalls and a pair of oppositely directed horizontally extending flanges, a striking casting on the end of said casting and a bolster center filler adjacent the opposite end thereof, the top of said casting immediately above said bolster center filler having a recessed portion contiguous with the side walls thereof and projecting into the end of the channel-shaped structure of the center ller, a

welded connection between the end of said casting and said center ller, connection` means carried by the exterior of the sides of said casting and having angularly disposed surface portions thereon, connecting plates extending between the aforesaid angularly disposed surface portions and the side walls of said car underframe, said bolster center ller including a depending circular portion concentrically surrounding a bolster pin supporting portion, an upper bolster plate extending transversely between the side walls of said car underfraine transversely through the recessed portion `of the top of said casting and supported thereby, said upper bolster plate having the plane of the top surface thereof disposed in alignment with the plane of the top of the center sill and a pair of lower bolster plates extending transversely of the car underframe and connected at opposite ends with the sides thereof, said lower bolster plates terminating in substantially coplanar alignment wth said horizontally extending flanges and a pair of strips overlapping said flanges and the ends of the lower bolster plates and forming a welded connection therewith.

10. A car underframe construction as set forth in claim 9 in which the connection means carried by the sides of said casting are constituted by vertically extending lugs and in which the car underframe is also provided with vertically extending lugs substantially aligned with the lugs on said casting and vertically disposed plates interconnecting said lugs in positions for resisting shear stresses. i

11. Alcar underframe construction as set forth in claim 9 in which the connection means carried by the exterior sides of said casting are constituted by four linear outwardly tapered tongues positioned beyond the terminating end of said center sill.

12. A car underframe construction as set forth in claim 9 in which the top surface of the upper bolster plate, the top surface of said center sill and the top surface of said casting contiguous with said striking casting are all coplanar and serve as a horizontal support for a car oor in a continuous horizontal plane.

KARL F. NYSTROM. 

